DE107669C

DE107669C -

Info

Publication number: DE107669C
Application number: DENDAT107669D
Authority: DE

Description

KAISERLICHESIMPERIAL

PATENTAMT.PATENT OFFICE.

PATENTSCHRIFTPATENT LETTERING

KLASSE 20 ^^Eisenbahnbetrieb.'CLASS 20 ^^ Railway operations. '

Patentirt im Deutschen Reiche vom l. Februar 1899 ab.Patented in the German Empire from l. February 1899 onwards.

Bei dieser Seitenkuppelung für Eisenbahnfahrzeuge wird durch Drehen einer Querwelle in dem einen Sinne die Kuppelung in ein starres Ganze übergeführt und dann angehoben und eingelegt, dagegen beim Drehen der Querwelle im entgegengesetzten Sinne das Getriebe ausgelöst und die Kuppelung gespannt. Das Einlegen des Kuppelbügels in den Kuppelhaken wird zweckmäfsig durch elastische Stützung eines derselben bezw. beider ermöglicht, so dafs ein Ausweichen des Bügels oder Hakens beim gegenseitigen Anschlagen eintritt.With this side coupling for railway vehicles, a cross shaft is turned in one sense the coupling is transformed into a rigid whole and then raised and inserted, on the other hand, when the transverse shaft rotates in the opposite direction, the transmission is triggered and the coupling is tensioned. The insertion of the coupling bracket into the coupling hook is expedient by elastic support one of the same respectively. allows both, so that an evasion of the bracket or hook occurs when they strike each other.

Fig. ι der Zeichnung zeigt die Seitenansicht,Fig. Ι of the drawing shows the side view,

Fig. 2 die Draufsicht der geschlossenen und fest angezogenen Kuppelung,2 shows the top view of the closed and firmly tightened coupling,

Fig. 3 eine Einzelansicht der Kuppelungswelle, Fig. 3 is a detailed view of the coupling shaft,

Fig. 4 die Seitenansicht einer etwas abgeänderten Ausführungsform der Kuppelung in geschlossenem, jedoch noch nicht angezogenem Zustande,Fig. 4 is a side view of a somewhat modified embodiment of the coupling in closed, but not yet tightened,

Fig. 5 eine Oberansicht der Hauptkuppeluhg unter Weglassung der Nothkuppelung.Fig. 5 is a top view of the main coupling with the omission of the emergency coupling.

Die Einrichtung und Wirkungsweise der auf beiden Seiten des Fahrzeuges in gleicher Weise ausgeführten Kuppelungseinrichtung ist folgende:The setup and operation of the on both sides of the vehicle in the same way The coupling device carried out is the following:

In den auf den BufFerböcken 1 befestigten Lagern 2 ruht eine Querwelle 3, die von der Seite aus, z. B. mittels eines auf ihren Vierkant 4 aufgesetzten Schlüssels 5, vorwärts und rückwärts gedreht werden kann und in der Mitte durch den an der Wagenwand 6 befestigten Kuppelungshaken 7 hindurchgeführt ist. Zu beiden Seiten des Kuppelungshakens ist die Welle 3 derart getheilt, dafs der mittlere, den Haken 7 durchdringende Wellentheil waagrecht und in der Höhe der Mittellinie der Buffer liegt, während die mit ihm durch die Universalgelenke 8 verbundenen seitlichen Wellentheile eine etwas geneigte Lage haben (Fig. 3). Auf der Mitte der Welle 3 hängt lose der nach hinten gerichtete Sicherheitshaken 9, der mit seinem oberen, gegabelten Ende den Kuppelungshaken 7 beiderseitig umfafst. Ferner ist auf die Welle 3 ein viereckiger Rahmen 10 drehbar gesetzt, in dessen mittlerem Theile eine gegen Längsverschiebung gesicherte Spannschraube 11 gelagert ist, auf der die nach beiden Seiten in Zapfen 23 endigende. Spannmutter 12 sitzt, deren Bewegung durch die auf dem freien Ende der Schraube 11 sitzende Anschlagmutter 28 begrenzt wird. Die Seitenzapfen 23 der Mutter 12 tragen das drehbar darauf gesetzte ösenförmige Kuppelglied 1 3, das bei seiner Bewegung nach unten bezw. nach hinten gegen die mit der Mutter 12 verbundenen Winkelstücke 14 schlägt. Mit der Schraube 11 ist ein Stirnrad 15 verbunden, das in ein Stirnrad 16 eingreift. Letzteres sitzt auf einer in dem U-förmigen Ansatz 17 des Rahmens 10 gelagerten Welle 18, die auf ihrem anderen Ende ein in das auf der Welle 3 sitzende Kegelrad 19 eingreifendes Kegelrad 20 trägt. Auf der entgegengesetzten Seite des Rahmens 10 ist an diesem ein Arm 21 befestigt, dessen freies Ende nach aufsen etwas .abgekröpft und mit einer Schlitzführung 22 für den einen derIn the fastened on the BufFerböcken 1 Bearing 2 rests a transverse shaft 3, which from the side, z. B. by means of a on their square 4 attached key 5, can be rotated forwards and backwards and in the Center passed through the coupling hook 7 attached to the carriage wall 6 is. On both sides of the coupling hook, the shaft 3 is divided in such a way that the middle, the hook 7 penetrating wave part horizontally and at the level of the center line of the Buffer lies, while the side connected to it by the universal joints 8 Wave parts have a somewhat inclined position (Fig. 3). In the middle of the shaft 3 hangs loosely the rearward-facing safety hook 9, the forked one with its upper End of the coupling hook 7 on both sides. Furthermore, on the shaft 3 is a square Frame 10 rotatably set, in the middle part one against longitudinal displacement secured clamping screw 11 is mounted on which the pin 23 on both sides ending. Clamping nut 12 is seated, the movement of which is due to the on the free end of the Screw 11 seated stop nut 28 is limited. The side journals 23 of the nut 12 wear the rotatably placed on it eyelet-shaped coupling element 1 3, which after its movement below or backwards against the angle pieces 14 connected to the nut 12. A spur gear 15 is connected to the screw 11, which engages in a spur gear 16. The latter sits on one in the U-shaped Approach 17 of the frame 10 mounted shaft 18, which at its other end engages in the bevel gear 19 seated on the shaft 3 Bevel gear 20 carries. On the opposite side of the frame 10 is on this an arm 21 attached, its free End towards the outside a little. Abkröpft and with a slot guide 22 for one of the

Claims

Hinge pin 23 of the clamping nut 12 is provided. The other end of the arm 21 runs in a downward finger 24, which when the coupling is closed against the Pin 25 of the hook 9 rests (Fig. 1).

In the embodiment shown in FIGS the coupling bracket 13 can be moved backwards for the purposes described later respectively resiliently yield downwards by using its side-mounted pin 26 against the free end of the coil spring 27 seated on one bolt 23 rests.

This spring is so dimensioned in its tension that it the bracket 13 in the direction the clamping screw 11 holds, but a resilient counterpressure only in the event that when the bracket 13 is rotated downwards from this direction, which occurs every time, if the bracket hits the hook when the coupling is intended to be inserted.

The coupling thus created works in the following way: Is the bracket 13 with the opposite coupling hook 7 is not yet engaged, the clamping nut is located 12 of the coupling bracket 13 at the end of the closed by the nut 28 Screw 11 (Fig. 5). In this position is as a result of the inhibition of the nut 12 a rotation of the screw 11, which at the same time as The shaft of the wheel 15 is used, as well as a rotation of the two gears 15, 16 and 19, 20 (Fig. 2) not possible in one sense. With clockwise rotation the one shown on the right in the figures Main shaft 3 becomes the coupling device, since it now forms a rigid system as a whole, raised from its lowered position so that the bracket 13 strikes the hook 7 slides past the same, bounces up resiliently, falls back and lays itself in the hook 7. The coupling now assumes the position shown in FIG. 4 with solid lines.

If the shaft 3 is now rotated in the opposite direction (to the left), this occurs Gear 19.20 and 16.15 in. Action; the Screw 11 turns, and nut 12 moves away with the attached bracket 13 more and more from the stop nut 28 (Fig. Ι and 2). This results in the coupling being tightened. Are located Finally, the dome parts are in a completely stretched position or are touching the nut 12 If the wheel 15 is on, further rotation of the shaft 3 to the left is no longer possible.

The coupling elements on the left are set by rotating the shaft 3 on the left hooked into the safety hook 9, creating an emergency coupling between the two cars is made. Namely, while the dome parts on the right side from their hanging were brought into the horizontal position, the one provided with the pin 25 became at the same time Safety hook 9 by the finger 24 from its rearwardly inclined position in brought a forward inclined position (Fig. 1), so that the opposite left bracket 13 can hook into the same, and since the hook 9 sits loosely on the shaft 3, can this bracket pull the hook 9 a little closer to you.

If the coupling is to be triggered again, one of the cranks 5 on the right is turned. Since, however, a rotation of the shaft 3 is no longer possible in one sense with the coupling closed and tightened, only the rotation in the opposite direction remains, and with this rotation the nut 12 runs along the screw ι ί and abuts the stop nut 28 (Figs. 4 and 5). With continued rotation of the crank in the same sense, the screw shaft 11 and with it the wheels 15, 16 and 19, 20 stop rotating. At this moment the coupling again presents a rigid system, so that the bracket 13 is lifted out of the hook 7. The bracket now falls backwards against the stop 29 with little force, without being thrown backwards again, so that the coupling parts can sink back into their lowered position. When the upper bracket 13 is released from the hook 7, the safety hook 9 is simultaneously lifted out of the lower bracket 13 by the finger 24, so that both couplings are released simultaneously by rotating one and the same shaft.

The stop piece 29 can have a weakly elastic effect, whereby when the impact of the Bracket makes it easier to snap back, while on the other hand it is only light. Falling back of the bracket this rebound does not take place.

As can be seen, the coupling process can also be carried out when the units are close together Carriages to be run. In the case of the coupling of this type, which is seated at the rear end of the carriage of a train, the link 13 of the regulation according to the hook g, as indicated in Fig. 4 on the left by the dotted lines.

Instead of the resilient arrangement of the bracket 13, this bracket can be rigidly attached and the hook 7 rotatably and resiliently attached.

Pat en τ claims:

i. Side coupling for railway vehicles that can be inserted and tensioned by means of a transverse shaft , characterized in that the clamping nut (12) secured against rotation when turning the tensioning screw (11)

a stop nut (28) butts, whereby the rotation of the clamping screw (11) is inhibited and the drive bevel gears (15, 16, ig, 20) immovable with the clamping screw (11) are coupled, so that when the transverse shaft (3) continues to rotate, the coupling (13) taken, resp. can be inserted or excavated.

2. In the coupling characterized by claim 1 one on the hinge pin (23) of the coupling bracket (13) fixed against a pin (26) on the bracket (13) supported by a spiral spring (27), which maintains the bracket in the extended position in such a way that it gives way to it of the bracket is possible when using the coupling hook (7).

1 sheet of drawings.